William sutton



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No. 389,175. Patented sept. 4, 1888.

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W. SUTTON.

BODY BEARING POR GAR TRUCKS. No. 389,175. I Patented Sept. 4, 1888r ffm me( y'.

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UNiTnD STATESI PATENT OFFICE.

W'ILLIAM SUTTON, OF ST. LOUIS, MISSOURI, ASSIGNOR TO THE LA` GLEDE CAR COMPANY, OF SAME PLACE.

BODY-BEARING FOR CAR-TRUCKS.

SPECIFICATION forming part of Letters Patent No. 389.175, dated September 4,1888.

(No model.)

To all whom it may concern.-

Be it known that I, WILLIAM SUr'roN, of the city of St. Louis, in the State of Missouri, have invented a certain new and useful Improvement in Pivoted Toggle-Jointed Body- Bearings for Grip-Cars, &c., of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification, and in which- Figure I is a top view of the truck of a car with my togglejointed frame attached. Fig. II is an end view of the saine and shows the arch-bar of the toggle-frame and the universal joint, by which it has its bearings ou the springbox of the sectional bolster; and Figlll is a top view of the platform of a car and shows in dotted lines the relative positions of the fore and rear truck and the toggleframes while running on a curve.

This invention relates to devices for a toggle-jointed body-bearing attachment for cartrucks for the platform-support relatively of either grip, combination, or passenger doubletruck cars; and the invention consists in features ofnovelty hereinafter fully described,and pointed out in the claims.

Referring to the drawings, in which similar figures of reference indicate like parts in all the Views, l represents a car-truck, the running-gears of which, being of usual construction, need not be described. Seated between the arch-bar 2 and stirrup or hanger 3,that rests on the basebar t of the usual diamond truckframe on each side of the car, and secured to said frame by screw-bolts 5, are the flanged channel-bars 6, which stretch across the truckframe from side to side, and thus connect the said diamond truck-frames. rIhese two channel-bars are placed near enough together to provide just room between them for the transverse sectional spring-bolsters 7, whose inner ends are confined by cross-bars 8, that couple the channel-bars together at said points and leave an intermediate space for the grip-box ing in which the grip and brake-levers have full scope for their work.

By placing the two channel-bars near enough together to provide only just rooni for hous- 50 ing the sectional springbolsters not only are said holsters thus held in position, but also the front and rear track-wheels of the truck have thus provided freedom to work closer together than they could where said channel-bars, as usual, are set wide apart, so as to obtain sufiicient space between them for the working of the grip and of the brake-levers. This wide spread apart of the wheels in the trucks of the usual grip-cars limbers up the arch-bars 2 of the truck-frame and causes more adverse fric- 6o tion of the wheels on their bearings under a canting strain, especially when traveling around curves. Now, having placed the said channel-bars (as stated, and for the reason given) only the width apart necessary for the housing of the sectional spring-holsters, and continued them at said parallel distance about the length of said sections, where they are coupled together by the transverse bars S at each side of the grip space or boxing, the 7o channel-bars are from about that point curved outward, forming a yoke, 10, and providing ample space within the compass of the two yokes and the couplingbars 8 for the working ofthe grip and of the brake-levers.

lt will be understood that the diamond archframes at each side of the truck, that are coupled together by the aforesaid channel-bars, also carry the usual journal-box bearings, l1. The spring-bolster 7 runs transverse instead 8o ol', as is usual with grip-car trucks,.longitudi nal with the trucks and car, and, contrary to the usual practice of transverse spring-holsters with other cars, it is made sectional, so as to allow an open space for the action and manipulation ofthe grip and brake-levers.

l2 represents a toggle-body bearingframc, which is composed ofthe arcl1-bars 13 and connecting transverse bars 14,that form bearings for the support of the platform-Hoor 15 ofthe 9o car above. The transverse bars are loosely pivoted at the ends by the screw-bolts to the ends of the arch-bars 13, so as to constitute a free toggle-joint, that accommodates itself to always keep in longitudinal line with the car above and in transverse line with the truck beneath, and consequently the opposite bars are always parallel to each other when the train is traveling round a curve. At the saine time the toggle movement of the bod y-bearin g frame roo always keeps the open operative space free for the manipulation of the grip and brake-levers when the device is used on grip-cars, and the trap-door 16 over the truck, that for the time being is used in connect-ion with the grip, is then swung open or removed.

17 represents a globular projection, (beneath the middle of each of the arch-bars.) which, when seated in the cnpsocket 18 of the washer-plates 19, that are secured by nails or otherwise to the sectional spring-holsters, forms universal bearings, on which the toggle-body bearing-frame rocks to maintain the equilibrium ofthe car as the wheels of the truck beneath pass over inequalities in the track. King or coupling bolts 2O fit loosely in and pass through holes 2l in said arch-bar. Its universal rock-bearing and the surmounting cap of the spring-boxings of the sectional springbolsters are secured in their seats by screwnuts-22.

Perforated washer friction-plates 23 are secured to the under side of the platform over the middle of the transverse bar 14,and are secured to said platform by rivets 24. The platform of the car is secured to the toggle bedframe by pivot-bolts, that pass through the platform, the center hole of the friction washer-plates, and the transverse bars 14 of said toggle-frame.

It will be seen, as shown in full line in 'the platform and in dotted line in the trucks, curved channel-bars and toggle-bearing frame, (see Fig. 111,) that by my device of a togglejointed bearing-frame with pivotal center attachments between the platform and said frame and universal out-bearing pivotal joints, that secure said toggle-frame to the sectional spring-bolsters, when the trucks are traveling round a curve the toggle-frame, as it piv ots at its corners, keeps its arch-bars, that run longitudinally with the frame, about parallel therewith and its transverse bars about at an equation with the axles of the trucks. At the same time thel common center between its toggle-jointed bars is maintained as an open space for the free action of the grip and brake-levers. By these means the counterpoise of the car above is well maintained, and the usual well-known racking and swaying of the car when passing over curves in the track are avoided; also the working-space, as stated, for the grip and brake-levers is not intruded on, and the out-bearing where the universal joints form outside bearings near the outer edges of the platform avoids the adverse friction pressure on the holsters that results from the side lurching of the cars as they rock ou the usual center bearings. When the cars with said usual center bearings only are passi-ng round a curve, there is a tendency to cause an undue depression of one side of the car and the consequent adverse friction of the platform or rub-plates on the bolster. This eXtreme friction holds back the truck from curving on its track. Many accidents have thus resulted in the trucks jumping the tracks, and even when no such disastrous result has occurred the almost locking friction severely racks the car and its occupants or freight or breaks the coupling. To avoid these and other adverse movements of the bodies of railway-cars on their bearings are some of the important objects of this invention. It will also be seen that the arch and cross bars of the toggle-jointed bearingframe, besides providing said out-bearings that prevent the swaying of the car, and, besides, in connection with the sectional spring-bolster, providing a grip and brake-lever operating space, they also provide a cooperative fulcrum-pivoted connection to the bearing-frame, that facilitates its readjustment in passing round curves to accommodate itself alike to the platform above and the trucks beneath.

Although myinvention is especially adapted for use with grip-cars, it is in most of its novel features equally applicable to combinationcars, passenger-coaches, sleepers, Snc. It can also be used advantageously with freightcars, in which case, when preferred, the sectional bolsters may be stiff, (unprovided with springs.)

The invention is of very advantageous application also to stock cars, fruitcars, Ste. Much injury, and sometimes even loss of life to stock, results from the racking and swaying of the cars (that myinvention is intended to avoid) on curves and uneven tracks. Horses and cattle are thus frequently cast; but the most frequent loss has resulted in the shipment of sheep, that when once thrown by the swaying of the car and the consequent pressure of the rest of the flock against them are frequently unable to rise again, and are smothered by the fleeces of the surrounding sheep.

In shipping the most perishable fruitsuch as peaches, plums, berries, &c.-it is evident, from reasons already given, that the invention is also peculiarly applicable.

I claim as my invention- 1. In a body-bearing device for railwaycars, the combination of the arch-bar 13 and transverse bar 14 of the toggle-jointed frame that holds the platform of the car in counterpoisc, the sectional spring-holsters 7, the pivoted attachments that secure .the arch-bars to said sectional spring-holsters, the pivoted center attachments of the platform to said transverse bars, and the friction-plates at the center and out-bearings to facilitate the adjustment of the toggle-bearing frame, substantially as and for the purpose set forth.

2. In a body-bearing device for railwaycars, the combination of the truck-frames, the sectional spring-bolster 7, the channelbars connecting the truck-frames and having curved projections 10, and the crossbars 8, connecting the channel-bars and forming therewith the inclosures that house the sectional spring"- bolsters, all substantially as described, and for the purpose set forth.

3. In a bed-bearing device for railway-cars, the combination of the toggle-jointed bearing- ICS frame, the sectional spring-holsters that are the arch-bars 13 of the toggle-joint frame to placed transversely of the truck and are disand on the sectional spring-bolster, and enaconnected and set apart to provide space in bles the toggle-joint frame to provide a self which the grip and brake-levers work, the adjusting out-bearing for the platform, and the 15 cl1annel-bars that connect the diamond trnokpivotal center connection of the platform to frames and snugly house said sectional spring the transverse arms of the toggle-frame, subholsters, the curved yokes in the middle of l Stantially as and for the purpose set forth. said channel-bars, that elongate the recess in which the grip and brake-levers work, the unversal ball-and-socket joint that forms a selfadjusting bearing that connects and supports g WILLIAM SUTTON. ln presence of- BENJN. A. KNIGHT, SAML. KNIGHT. 

